US7377263B2 - Internal combustion engine provided with an accumulator injection system - Google Patents

Internal combustion engine provided with an accumulator injection system Download PDF

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Publication number
US7377263B2
US7377263B2 US10/550,570 US55057005A US7377263B2 US 7377263 B2 US7377263 B2 US 7377263B2 US 55057005 A US55057005 A US 55057005A US 7377263 B2 US7377263 B2 US 7377263B2
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Prior art keywords
pressure
internal combustion
combustion engine
connection
injection
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US10/550,570
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US20060185649A1 (en
Inventor
Kai-Uwe Muench
Rolf Preuss
Joerg Schlueter
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Deutz AG
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Deutz AG
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Assigned to DEUTZ AKTIENGESELLSCHAFT reassignment DEUTZ AKTIENGESELLSCHAFT ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: SCHLUETER, JOERG, PREUSS, ROLF, MUENCH, KAI-UWE
Publication of US20060185649A1 publication Critical patent/US20060185649A1/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F02M63/023—Means for varying pressure in common rails
    • F02M63/0235—Means for varying pressure in common rails by bleeding fuel pressure
    • F02M63/025—Means for varying pressure in common rails by bleeding fuel pressure from the common rail
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M39/00—Arrangements of fuel-injection apparatus with respect to engines; Pump drives adapted to such arrangements
    • F02M39/02—Arrangements of fuel-injection apparatus to facilitate the driving of pumps; Arrangements of fuel-injection pumps; Pump drives
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
    • F02M55/025—Common rails
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/08—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by two or more pumping elements with conjoint outlet or several pumping elements feeding one engine cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • F02M59/102—Mechanical drive, e.g. tappets or cams
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails

Definitions

  • the present invention relates to an internal combustion engine with an injection system that is configured as a high-pressure accumulator system, whereby at least one high-pressure pump is connected via a high-pressure supply line to a tubular high-pressure accumulator having connection fittings to which high-pressure lines are connected that establish valve-controlled flow connections to injection valves that are used in the cylinder head of the internal combustion engine and that protrude into working areas formed by the cylinders, the pistons and the cylinder head.
  • Such an internal combustion engine is known from German patent application DE 199 365 34 A1.
  • This internal combustion engine has a tubular high-pressure accumulator that is attached to the internal combustion engine.
  • the special feature of this tubular high-pressure accumulator is that a continuous connection strip is shaped onto the high-pressure accumulator or else there are connection fittings shaped on that are configured with such a width that the bores for connecting the high-pressure lines can be positioned at different places of the connection fittings.
  • An object of the present invention is to provide an internal combustion engine having a high-pressure accumulator system with a small number of parts so as to facilitate the assembly of the injection system.
  • the present invention provides an internal combustion engine with an injection system that is configured as a high-pressure accumulator system, whereby at least one high-pressure pump is connected via a high-pressure supply line to a tubular high-pressure accumulator having connection fittings to which high-pressure lines are connected that serve to establish valve-controlled flow connections to injection valves that are used in the cylinder head of the internal combustion engine and that protrude into working areas formed by the cylinders, the pistons and the cylinder head.
  • the connection fittings are arranged laterally offset with respect to the appertaining injection valves and in that the absolute magnitude of the offset is the same for all of the injection valves of one cylinder row of the internal combustion engine.
  • connection fittings which are each fitted with an electrically operated control block and which are preferably arranged in the middle of the appertaining cylinders in the preferably shared cylinder head of the cylinders of one cylinder row—allows the parts of the injection system to be assembled without any problem since, for instance, the injection valves with their high-pressure connections—which optionally exit laterally from the cylinder head—and the tubular high-pressure accumulator are assembled first and afterwards the corresponding high-pressure lines can subsequently be placed between the injection valves or between the high-pressure line connections and the high-pressure accumulator system without any problem due to the lateral offset of the connections.
  • the high-pressure accumulator system is arranged in close proximity to the injection valves in order to keep the length of the high-pressure lines short so as to create a hydraulically stiff injection system.
  • the injection lines can be configured at least all with the same length. This is advantageous for adjusting the injection system.
  • the offset of at least one cylinder at the end is arranged differently from the orientation of the offset of the other cylinders. This configuration ensures that the high-pressure accumulator system has a compact design and, in particular, that it does not extend beyond one cylinder row.
  • the high-pressure lines for the cylinder row of the internal combustion engine. This is the case when the injection valves are provided with a lateral high-pressure line connection and this connection is pivoted by an angle relative to the transverse axis of the cylinder head. If the high-pressure line connection is oriented precisely crosswise to the longitudinal axis of the cylinder head, all of the high-pressure lines can be shaped the same in an alternative embodiment.
  • the at least one high-pressure pump is arranged close to the cylinder head in a housing, preferably the crankcase of the internal combustion engine, and it is actuated by an injection pump cam that is arranged on the gas-exchange camshaft of the internal combustion engine.
  • two high-pressure pumps that lie next to each other at a distance are associated with adjacent cylinders. This makes it possible to utilize compact, inexpensive high-pressure pumps. Moreover, the use of two high-pressure pumps brings about an equalization of the pressure build-up in the high-pressure accumulator.
  • the high-pressure supply lines that connect the high-pressure pumps to the high-pressure accumulator are configured identically to each other. This minimizes the requirements in terms of parts here as well.
  • a control block for controlling or regulating the fuel pressure to be established in the high-pressure accumulator is arranged on the inlet side of the at least one high-pressure pump.
  • the control block is arranged next to the one high-pressure pump or between the two high-pressure pumps.
  • the control block can be integrated into the support frame of the fuel filter. This embodiment translates into a very compact injection device.
  • a gear-driven fuel delivery pump 1 conveys fuel from a fuel tank (not shown here) via a feed line 2 into the support frame 3 of a fuel filter 4 in the form of a cup. After the fuel flows through the fuel filter 4 , it is introduced into a control block 6 via a flow line 5 .
  • the control block 6 contains a pressure-control valve and a zero-delivery throttle that is constantly discharging a small amount of fuel, whereby this amount of fuel discharged by the pressure-control valve and by the zero-delivery throttle is discharged into a return line 9 .
  • the pressure-control valve determines the amount of fuel to be fed to two high-pressure pumps 7 a , 7 b via a feed line 8 .
  • Fuel that is to be discharged is returned to the support frame 3 of the fuel filter 4 via the return line 9 .
  • the high-pressure pumps 7 a , 7 b are connected to a tubular high-pressure accumulator 11 via identically configured high-pressure supply lines 10 a , 10 b .
  • the high-pressure accumulator 11 is fastened to the internal combustion engine by means of fasteners 14 a , 14 b , 14 c , particularly to the cylinder head.
  • the high-pressure accumulator 11 has a connection for a pressure sensor 15 and, on the opposite side, a connection for a discharge line 16 that is connected to the return line 9 .
  • a pressure-limiting valve 17 is located upstream from the discharge line 16 .
  • the high-pressure pumps 7 a , 7 b are installed directly in the crankcase of the internal combustion engine and they have roller tappets 18 that roll on injection pump cams that are arranged on the camshaft of the internal combustion engine between the gas-exchange cams of a cylinder unit.
  • the gas-exchange cams, the injection pump cam and the bearing areas of a cylinder unit following the gas-exchange cams form a continuous unit without interruptions.
  • These high-pressure pumps 7 a , 7 b each have a plunger that is actuated by one of the roller tappets 18 and that is designed without a control edge so that it always conveys a prescribed amount of fuel as long as the feed is sufficient.
  • the fuel pressure in the high-pressure accumulator 11 is controlled or regulated by the pressure-control valve of the control block 6 in that the amount of fuel fed to the high-pressure pumps 7 a , 7 b is controlled.
  • the control block 6 is positioned between the high-pressure pumps 7 a , 7 b . In an alternative embodiment, this control block 6 can also be integrated into the support frame 3 of the fuel filter 4 .

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

An internal combustion engine includes an injection system that is configured as a high-pressure accumulator system in which the number of parts is small and the injection system can be easily assembled. The connecting fittings for the connection of the high-pressure lines are laterally offset with respect to the appertaining injection valves and in that the absolute magnitude of said offset is identical for all injection valves of a row of cylinders of the internal combustion engine.

Description

The present invention relates to an internal combustion engine with an injection system that is configured as a high-pressure accumulator system, whereby at least one high-pressure pump is connected via a high-pressure supply line to a tubular high-pressure accumulator having connection fittings to which high-pressure lines are connected that establish valve-controlled flow connections to injection valves that are used in the cylinder head of the internal combustion engine and that protrude into working areas formed by the cylinders, the pistons and the cylinder head.
BACKGROUND
Such an internal combustion engine is known from German patent application DE 199 365 34 A1. This internal combustion engine has a tubular high-pressure accumulator that is attached to the internal combustion engine. The special feature of this tubular high-pressure accumulator is that a continuous connection strip is shaped onto the high-pressure accumulator or else there are connection fittings shaped on that are configured with such a width that the bores for connecting the high-pressure lines can be positioned at different places of the connection fittings. As a result, it should be possible to use a high-pressure accumulator part for similar internal combustion engines.
SUMMARY OF THE INVENTION
An object of the present invention is to provide an internal combustion engine having a high-pressure accumulator system with a small number of parts so as to facilitate the assembly of the injection system.
The present invention provides an internal combustion engine with an injection system that is configured as a high-pressure accumulator system, whereby at least one high-pressure pump is connected via a high-pressure supply line to a tubular high-pressure accumulator having connection fittings to which high-pressure lines are connected that serve to establish valve-controlled flow connections to injection valves that are used in the cylinder head of the internal combustion engine and that protrude into working areas formed by the cylinders, the pistons and the cylinder head. The connection fittings are arranged laterally offset with respect to the appertaining injection valves and in that the absolute magnitude of the offset is the same for all of the injection valves of one cylinder row of the internal combustion engine. The lateral offset of the connection fittings relative to the appertaining injection valves—which are each fitted with an electrically operated control block and which are preferably arranged in the middle of the appertaining cylinders in the preferably shared cylinder head of the cylinders of one cylinder row—allows the parts of the injection system to be assembled without any problem since, for instance, the injection valves with their high-pressure connections—which optionally exit laterally from the cylinder head—and the tubular high-pressure accumulator are assembled first and afterwards the corresponding high-pressure lines can subsequently be placed between the injection valves or between the high-pressure line connections and the high-pressure accumulator system without any problem due to the lateral offset of the connections. In this context, it should be taken into consideration that the high-pressure accumulator system is arranged in close proximity to the injection valves in order to keep the length of the high-pressure lines short so as to create a hydraulically stiff injection system. As a result of the fact that the absolute magnitude of the offset is the same for all of the cylinders of one cylinder row and especially matches the distance of the injection valves in the cylinder head, the injection lines can be configured at least all with the same length. This is advantageous for adjusting the injection system.
In an embodiment of the invention, the offset of at least one cylinder at the end is arranged differently from the orientation of the offset of the other cylinders. This configuration ensures that the high-pressure accumulator system has a compact design and, in particular, that it does not extend beyond one cylinder row.
In another embodiment of the invention, there are two differently shaped high-pressure lines for the cylinder row of the internal combustion engine. This is the case when the injection valves are provided with a lateral high-pressure line connection and this connection is pivoted by an angle relative to the transverse axis of the cylinder head. If the high-pressure line connection is oriented precisely crosswise to the longitudinal axis of the cylinder head, all of the high-pressure lines can be shaped the same in an alternative embodiment.
In another embodiment of the invention, the at least one high-pressure pump is arranged close to the cylinder head in a housing, preferably the crankcase of the internal combustion engine, and it is actuated by an injection pump cam that is arranged on the gas-exchange camshaft of the internal combustion engine. This arrangement, in turn, allows a very compact structure of the internal combustion engine and, in particular, does not require any additional drive devices for the high-pressure pump.
In a refinement of the invention, two high-pressure pumps that lie next to each other at a distance are associated with adjacent cylinders. This makes it possible to utilize compact, inexpensive high-pressure pumps. Moreover, the use of two high-pressure pumps brings about an equalization of the pressure build-up in the high-pressure accumulator.
In another embodiment, the high-pressure supply lines that connect the high-pressure pumps to the high-pressure accumulator are configured identically to each other. This minimizes the requirements in terms of parts here as well.
BRIEF DESCRIPTION OF THE DRAWING
In a refinement of the invention, a control block for controlling or regulating the fuel pressure to be established in the high-pressure accumulator is arranged on the inlet side of the at least one high-pressure pump. Here, the control block is arranged next to the one high-pressure pump or between the two high-pressure pumps. As an alternative, the control block can be integrated into the support frame of the fuel filter. This embodiment translates into a very compact injection device.
Additional advantageous embodiments can be gleaned from the description of the drawing in which an embodiment of the invention shown in the FIGURE is described in greater detail.
 DETAILED DESCRIPTION
A gear-driven fuel delivery pump 1 conveys fuel from a fuel tank (not shown here) via a feed line 2 into the support frame 3 of a fuel filter 4 in the form of a cup. After the fuel flows through the fuel filter 4, it is introduced into a control block 6 via a flow line 5. The control block 6 contains a pressure-control valve and a zero-delivery throttle that is constantly discharging a small amount of fuel, whereby this amount of fuel discharged by the pressure-control valve and by the zero-delivery throttle is discharged into a return line 9. The pressure-control valve determines the amount of fuel to be fed to two high-pressure pumps 7 a, 7 b via a feed line 8. Fuel that is to be discharged is returned to the support frame 3 of the fuel filter 4 via the return line 9. The high-pressure pumps 7 a, 7 b are connected to a tubular high-pressure accumulator 11 via identically configured high-pressure supply lines 10 a, 10 b. Furthermore, there are connection fittings 12 a, 12 b, 12 c, 12 d, 12 e, 12 f on the high-pressure accumulator 11 to which high- pressure lines 13 a, 13 b, 13 c, 13 d, 13 e, 13 f are fastened which are not connected to injection valves or high-pressure connections. (In the case of the high-pressure line 13 a located on one end across from the connection on the connection fitting 12 a, a ring-shaped opening is shown that is formed in the cylinder head and that accommodates a high-pressure connection). The high-pressure accumulator 11 is fastened to the internal combustion engine by means of fasteners 14 a, 14 b, 14 c, particularly to the cylinder head. The high-pressure accumulator 11 has a connection for a pressure sensor 15 and, on the opposite side, a connection for a discharge line 16 that is connected to the return line 9. A pressure-limiting valve 17 is located upstream from the discharge line 16.
The high-pressure pumps 7 a, 7 b are installed directly in the crankcase of the internal combustion engine and they have roller tappets 18 that roll on injection pump cams that are arranged on the camshaft of the internal combustion engine between the gas-exchange cams of a cylinder unit. Here, the gas-exchange cams, the injection pump cam and the bearing areas of a cylinder unit following the gas-exchange cams form a continuous unit without interruptions. These high-pressure pumps 7 a, 7 b each have a plunger that is actuated by one of the roller tappets 18 and that is designed without a control edge so that it always conveys a prescribed amount of fuel as long as the feed is sufficient. As mentioned above, the fuel pressure in the high-pressure accumulator 11 is controlled or regulated by the pressure-control valve of the control block 6 in that the amount of fuel fed to the high-pressure pumps 7 a, 7 b is controlled. In the embodiment shown, the control block 6 is positioned between the high-pressure pumps 7 a, 7 b. In an alternative embodiment, this control block 6 can also be integrated into the support frame 3 of the fuel filter 4.

Claims (1)

1. An internal combustion engine that includes an injection system configured as a high-pressure accumulator system, the internal combustion engine comprising:
at least one high-pressure pump;
a tubular high-pressure accumulator having a plurality of connection fittings;
a high-pressure supply line connecting the at least one high-pressure pump to the tubular high-pressure accumulator; and
a plurality of high-pressure connection lines each connected to one of the connection fittings and configured to provide a valve-controlled flow connection to a respective one of a plurality of injection valves of a cylinder row of the internal combustion engine,
wherein each of the plurality of connection fittings is disposed laterally offset relative to the corresponding injection valve, and wherein an absolute magnitude of the offset is the same for each of the injection valves;
wherein the plurality of high-pressure connection lines have two different shapes, and each high-pressure connection line has one of the two different shapes.
US10/550,570 2003-03-28 2004-03-06 Internal combustion engine provided with an accumulator injection system Expired - Lifetime US7377263B2 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10314029.8 2003-03-28
DE10314029A DE10314029A1 (en) 2003-03-28 2003-03-28 Internal combustion engine with a memory injection system
PCT/EP2004/002312 WO2004085830A1 (en) 2003-03-28 2004-03-06 Internal combustion engine provided with an accumulator injection system

Publications (2)

Publication Number Publication Date
US20060185649A1 US20060185649A1 (en) 2006-08-24
US7377263B2 true US7377263B2 (en) 2008-05-27

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US (1) US7377263B2 (en)
EP (1) EP1608869B1 (en)
CN (1) CN1761814B (en)
AT (1) ATE355456T1 (en)
BR (1) BRPI0408901B1 (en)
DE (2) DE10314029A1 (en)
WO (1) WO2004085830A1 (en)

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US20110094477A1 (en) * 2009-10-28 2011-04-28 Markus Mehring Fuel distributor
US10132282B2 (en) 2012-07-23 2018-11-20 Continental Automotive Gmbh Fuel rail assembly
WO2021021908A1 (en) * 2019-07-31 2021-02-04 Cummins Inc. Modular and scalable rail fuel system architecture

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JP4629724B2 (en) * 2007-12-20 2011-02-09 三菱自動車工業株式会社 Injector mounting structure
GB0803908D0 (en) * 2008-03-03 2008-04-09 Delphi Tech Inc Fuel delivery system
GB2463256B (en) * 2008-09-05 2012-10-31 Gm Global Tech Operations Inc Fuel injection apparatus for internal combustion engines
WO2010075904A1 (en) * 2008-12-05 2010-07-08 Gm Global Technology Operations, Inc. Fuel injection apparatus for internal combustion engines
DE102014223062A1 (en) * 2014-11-12 2016-05-12 Robert Bosch Gmbh Fuel injection system and fuel storage of a fuel injection system
DE102014223060A1 (en) * 2014-11-12 2016-05-12 Robert Bosch Gmbh Fuel injection system and fuel storage for fuel injection systems
JP7035577B2 (en) * 2018-02-02 2022-03-15 マツダ株式会社 Engine fuel supply

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BRPI0408901B1 (en) 2013-04-02
DE502004003042D1 (en) 2007-04-12
CN1761814A (en) 2006-04-19
US20060185649A1 (en) 2006-08-24
BRPI0408901A (en) 2006-03-28
DE10314029A1 (en) 2004-10-07
ATE355456T1 (en) 2006-03-15
CN1761814B (en) 2011-04-27
EP1608869A1 (en) 2005-12-28
EP1608869B1 (en) 2007-02-28

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